Deployable decelerator

ABSTRACT

A transport vehicle for traveling in a low-pressure environment structure is provided. The transport vehicle may include a deployable decelerator configured to deploy from the transport vehicle to decrease a distance between the transport vehicle and the low-pressure environment structure and a communication network that monitors and collects a plurality of operation parameters from the transport vehicle and the low-pressure environment structure to control deployment of the deployable decelerator based on a plurality of predetermined triggering events.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application is a continuation application of U.S. patentapplication Ser. No. 15/007,718 (now U.S. Pat. No. 9,533,697), filed onJan. 27, 2016, which claims the benefit of U.S. Provisional ApplicationNo. 62/113,511 filed on Feb. 8, 2015, and U.S. Provisional ApplicationNo. 62/255,680 filed on Nov. 16, 2015. The disclosure of each of thesedocuments, including the specification, drawings, and claims, isincorporated herein by reference in its entirety.

FIELD OF THE DISCLOSURE

The present disclosure relates to the field of braking and deceleration.More particularly, the present disclosure relates to deceleration of atransport vehicle within a low-pressure environment.

BACKGROUND OF THE DISCLOSURE

A high speed, high efficiency transportation system utilizes alow-pressure environment in order to reduce drag on a vehicle travelingat high operating speeds, thus providing the dual benefit of allowinggreater speed potential and lowering the energy costs associated withovercoming drag forces. The vehicle operates in a near vacuum conditionwithin the low-pressure environment, typically between two terminalstations. Such transportation systems can utilize a variety ofacceleration systems to achieve the high speed allowed, includingelectromagnetic levitation. Due to the elevated operation speeds,tremendous forces are required to decelerate the vehicle and allow thevehicle to slow down or come to a complete stop.

SUMMARY OF THE EMBODIMENTS OF THE DISCLOSURE

Because of these high speeds, conventional braking systems and methodsare impractical. Current practices do not envision a transport vehicle,method or system that create a sustainable frictional braking systemdesigned to handle the immense forces that would be produced byattempting to decelerate the vehicle to a slower speed or a completestop because current transportation vehicles and systems do not operateat the speed that a partially-evacuated, low-pressure environmentallows. Thus, there is a need to design a transport vehicle, adeceleration method and a deceleration system that allow transportvehicles operating at elevated speeds within a low-pressure environmentstructure (e.g., a transport tube) to decelerate safely and in a stablemanner.

According to non-limiting embodiments of the present application, atransport vehicle for traveling in a low-pressure environment structureis provided. The transport vehicle may include a deployable deceleratorprovided on the transport vehicle and configured to deploy from thetransport vehicle to decrease a distance between the transport vehicleand the low-pressure environment structure. When the decelerator isdeployed the decelerator is configured to increase drag forces opposinga direction of motion of the transport vehicle and decelerate thetransport vehicle.

In embodiments, the deployable decelerator may include an airbag that isconfigured to deploy from a frontal area of the transport vehicleoutward in a direction-toward the low-pressure environment structure.

In embodiments, the deployable decelerator may include at least oneplate that is configured to deploy from a frontal area of the transportvehicle outward in a direction toward the low-pressure environmentstructure.

In embodiments, the deployable decelerator may include an airbag and atleast one plate that are configured to both deploy from the transportvehicle outward in a direction toward the low-pressure environmentstructure.

In embodiments, the deployable decelerator may include a braceconfigured to support the outward deployment of the airbag as the dragforces acting on the transport vehicle increase during deceleration.

In embodiments, the deployable decelerator may be configured to deploysuch that a frontal area of the transport vehicle substantially fills anentire inner cross sectional area of the low-pressure environmentstructure.

In embodiments, the deployable decelerator may include a deployablebraking pad that is configured to deploy along an outer peripheralsurface of the transport vehicle and configured to couple with a fixedbraking pad provided on and extending along the low-pressure environmentstructure. When the deployable braking pad is actuated, the deployablebraking pad may be configured to press against the fixed braking pad onthe low-pressure environment structure to generate frictional forces todecelerate the transport vehicle.

In embodiments, the deployable braking pad may include a plurality ofbraking pads deployable at spaced intervals along the outer peripheralsurface of the transport vehicle in a direction toward the low-pressureenvironment structure.

In embodiments, the deployable braking pad may include a carbonreinforced carbon material contact surface that contacts a correspondingcontact surface of the fixed braking pad on the low-pressure environmentstructure.

According to non-limiting embodiments of the present application, amethod of decelerating a transport vehicle in a low-pressure environmentstructure is provided. The method may include monitoring at least oneoperation parameter collected by at least one sensor, analyzing, via acontroller communicating with the at least one sensor, the at least onecollected operation parameter, detecting, via the controller, atriggering event based on the at least one collected operationparameter, transmitting, via a signal from the controller, instructionsto a transport vehicle deceleration system to decelerate the transportvehicle, and deploying a decelerator from the transport vehicledeceleration system to decelerate the transport vehicle in thelow-pressure environment structure when the triggering event isdetected.

In embodiments, the method may include deploying the decelerator suchthat a distance between the transport vehicle and the low-pressureenvironment structure is decreased, and deploying the decelerator suchthat a frontal area of the transport vehicle substantially fills anentire inner cross sectional area of the low-pressure environmentstructure.

In embodiments, the method may include deploying an airbag from thetransport vehicle outward in a direction toward the low-pressureenvironment structure.

In embodiments, the method may include deploying at least one plate thatdeploys from the transport vehicle outward in a direction toward thelow-pressure environment structure.

In embodiments, the method may include deploying an airbag and at leastone plate from the transport vehicle outward in a direction toward thelow-pressure environment structure.

In embodiments, the method may include deploying a braking pad along anouter peripheral surface of the transport vehicle and contacting a fixedbraking pad provided on and extending along the low-pressure environmentstructure such that the braking pad presses against the fixed brakingpad on the low-pressure environment structure to generate frictionalforces to decelerate the transport vehicle.

In embodiments, the method may include deploying a plurality of brakingpads that deploy at spaced intervals along the outer peripheral surfaceof the transport vehicle in a direction toward the low-pressureenvironment structure.

In embodiments, the method may include opening a closable ambient-airport provided on the low-pressure environment structure to draw inambient air into the low-pressure environment structure to increase dragforces acting on the transport vehicle and decelerate the transportvehicle.

According to non-limiting embodiments of the present application, atransport vehicle deceleration system for decelerating a transportvehicle in a low-pressure environment structure is provided. Thetransport vehicle deceleration system may include a deployabledecelerator configured to deploy from the transport vehicle to decreasea distance between the transport vehicle and the low-pressureenvironment structure, a closable ambient-air port provided on alow-pressure environment structure and configured to draw ambient airinto the low-pressure environment structure, and when at least one ofthe deployable decelerator and the ambient-air port is deployed dragforces acting on the transport vehicle are increased to decelerate thetransport vehicle.

In embodiments, the system may include at least one of an airbag and atleast one plate deployable from the transport vehicle outward in adirection toward the low-pressure environment structure.

In embodiments, the system may include a deployable braking pad that isdeployable along an outer peripheral surface of the transport vehicleand configured to couple with a fixed braking pad provided on andextending along the low-pressure environment structure such that whenthe deployable braking pad is actuated, the deployable braking pad isconfigured to press against the fixed braking pad on the low-pressureenvironment structure to generate frictional forces to decelerate thetransport vehicle.

Other aspects and advantages of the present disclosure will becomeapparent from the following description taken in conjunction with theaccompanying drawings, illustrated by way of example, and should beconsidered within the spirit of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

The novel features which are characteristic of the apparatus andsystems, both as to structure and method of operation thereof, togetherwith further aims and advantages thereof, will be understood from thefollowing description, considered in connection with the accompanyingdrawings, in which embodiments of the system are illustrated by way ofexample. It is to be expressly understood, however, that the drawingsare for the purpose of illustration and description only, and they arenot intended as a definition of the limits of the system. For a morecomplete understanding of the disclosure, as well as other aims andfurther features thereof, reference may be had to the following detaileddescription of the disclosure in conjunction with the followingexemplary and non-limiting drawings wherein:

FIG. 1 shows a perspective view of an exemplary embodiment of atransportation system, according to aspects of the present disclosure;

FIG. 2 shows a schematic of an exemplary, non-limiting embodiment of atransport vehicle deceleration system, according to aspects of thepresent disclosure;

FIG. 3A shows a schematic of an exemplary, non-limiting embodiment of atransport vehicle in a low-pressure environment structure, according toa first aspect of the present disclosure;

FIG. 3B shows a cross-sectional view of the transport vehicle of FIG. 3Aalong line A-A;

FIG. 4A shows a schematic of an alternative exemplary embodiment of atransport vehicle in a low-pressure environment structure, according toaspects of the present disclosure;

FIG. 4B shows a cross-sectional view of the transport vehicle of FIG. 4Aalong line A′-A′;

FIG. 5A shows the transport vehicle of FIG. 3A, according to a secondaspect of the present disclosure;

FIG. 5B shows a cross-sectional view of the transport vehicle of FIG. 5Aalong line B-B;

FIG. 6A shows the transport vehicle of FIG. 3A, according to a thirdaspect of the present disclosure;

FIG. 6B shows a cross-sectional view of the transport vehicle of FIG. 6Aalong line C-C;

FIG. 7 shows a flowchart depicting an exemplary, non-limiting embodimentof a method of decelerating a transport vehicle in a low-pressureenvironment structure, according to aspects of the present disclosure;and

FIG. 8 shows a block diagram of an exemplary, non-limiting embodiment ofa transport vehicle deceleration control system.

DETAILED DESCRIPTION

In view of the foregoing, the present disclosure, through one or more ofits various aspects, embodiments and/or specific features orsub-components, is thus intended to bring out one or more of theadvantages as specifically noted below.

Methods described herein are illustrative examples, and as such are notintended to require or imply that any particular process of anyembodiment be performed in the order presented. Words such as“thereafter,” “then,” “next,” etc. are not intended to limit the orderof the processes, and these words are instead used to guide the readerthrough the description of the methods. Further, any reference to claimelements in the singular, for example, using the articles “a,” “an” or“the”, is not to be construed as limiting the element to the singular.

FIG. 1 illustrates a perspective view of a transportation system 100according to a non-limiting embodiment of the present application. Thetransportation system 100 includes one or more transport vehicles 110traveling through a low-pressure environment transport tube 120 (anexample of the low-pressure environment structure) between two or moreterminal stations 130. In accordance with aspects of the disclosure, itis noted that a low-pressure environment includes any pressure that isbelow 1 atmosphere (or approximately 1 bar) at sea level. It is alsonoted that additional aspects, embodiments and details of thetransportation system 100 are disclosed in commonly assigned U.S.application Ser. No. 15/007,783 entitled “Transportation System,” filedon even date herewith, the entire contents of which are hereby expresslyincorporated by reference herein. It is further noted that while thelow-pressure environment structure is described herein as a low-pressureenvironment transport tube, such description of the same is solely forillustrative purposes and thus the low-pressure environment structure120 should not be considered so limited. Additional aspects, embodimentsand details of the low-pressure environment structure are disclosed incommonly assigned U.S. application Ser. No. 15/008,017, entitled“Low-Pressure Environment Structures,” filed on even date herewith, theentire contents of which are hereby expressly incorporated by referenceherein.

During a transport operation of the transport vehicle 110, in whichpassengers and/or freight are moved between two or more terminalstations 130 within the low-pressure environment transport tube 120,there are times (e.g., in non-emergency situations or emergencysituations) when the transport vehicle 110 must be decelerated either toa slower speed or to a complete stop. To safely and stably decelerate agiven transport vehicle 110, the transportation system 100 may beprovided with a transport vehicle deceleration system.

FIG. 2 illustrates a schematic of a transport vehicle decelerationsystem 200 according to a non-limiting embodiment of the presentapplication. The transport vehicle deceleration system 200 is designedto decelerate one or more transport vehicles 110 within the low-pressureenvironment transport tube 120. The transport vehicle decelerationsystem 200 enables the transport vehicles 110, sections of thelow-pressure environment transport tube 120 (including the track overwhich the transport vehicles travel, not labeled), and the terminalstations 130 to communicate with each other so as to, for example,control the one or more transport vehicles 110 traveling within thelow-pressure environment transport tube 120 and/or control operatingconditions of the low-pressure environment transport tube 120 (ortrack). In this regard, the transport vehicle deceleration system 200may be equipped with a plurality of sensors, monitors, processors andcommunications devices (collectively referenced as 220 in FIG. 2) tocollect and analyze a plurality of operation parameters to determinewhether one or more transport vehicles 110 should be decelerated and toinitiate/actuate deceleration of the one or more transport vehicles 110when such action is required.

In embodiments, the sensors, monitors, processors and communicationsdevices 220 may include and relate to, but are not limited to, speeddetection systems, temperature detection systems, air quality and smokedetecting systems, ventilation systems, braking systems, videomonitoring systems, collision avoidance systems, global positioningsystems, satellite systems, radio communication systems, Wi-Fi™ enabledcommunication systems, cellular communications systems, tube leakagedetection systems, tube break detection systems, cabin environmentdetection systems, glass break detection systems, vibration detectionsystems, compressor and motor operation detection systems, lightingsystems, and propulsion and magnetic levitation detection systems. Thosehaving ordinary skill in the art would appreciate that other sensors,monitors, processors and communication devices may also be used tomonitor, collect and analyze a plurality of operation parameters todetermine whether one or more transport vehicles 110 should bedecelerated and to initiate/actuate deceleration of the one or moretransport vehicles 110 when such action is required. For example, thosehaving ordinary skill in the art would readily appreciate that anyconventionally known sensors, monitors, processors and communicationdevices utilized in monitoring and controlling mass transit systems andfleets of commercial and industrial vehicles for purposes of enhancingsafety to the public, transportation infrastructure and capitalequipment (e.g., existing commuter rail and fleets of vehicles such asbuses, trucks, cars and planes) could be implemented throughout thetransportation system 100 and/or the transport vehicle decelerationsystem 200.

It is contemplated that each of the implemented sensors, monitors,processors and communication devices may connect with each of theterminal stations, public safety authorities, each transport vehicle inthe route and individual or multiple sections of the low-pressureenvironment transport tube 120 for purposes of being collected, storedand analyzed, alone, or with other information and data collected in orinput to the transportation system 100 and/or the transport vehicledeceleration system 200. It is further contemplated that each of theterminal stations 130, public safety authorities, each transport vehicle110 and individual or multiple sections of the low-pressure environmenttransport tube 120 are further configured to alert and initiate anactuation of the transport vehicle deceleration system 200 to deceleratethe transport vehicle 110 in a safe and stable manner. It isadditionally noted that further aspects, embodiments and details of theway in which the sensors, monitors, processors and communication devices220 of the transport vehicle deceleration system 200 may be implementedin the transportation system 100 are disclosed, e.g., in FIG. 40 and therelated disclosure in commonly assigned U.S. application Ser. No.15/007,783, entitled, “Transportation System,” filed on even dateherewith, the entire contents of which are hereby expressly incorporatedby reference herein.

For example, as illustrated in FIG. 2, spacing between transportvehicles 110 a, 110 b, 110 c traveling along the same track within thelow-pressure environment transport tube 120 may be maintained using theplurality of sensors, monitors, processors and various wirelesscommunication systems 220 over a wireless communications network so thateach transport vehicle 110 a, 110 b, 110 c in the low-pressureenvironment transport tube 120 is aware of the relative location of eachof the other transport vehicles 110 a, 110 b, 110 c. For example, iftransport vehicle 110 c traveling downstream in the low-pressureenvironment transport tube 120 has slowed (e.g., due to a malfunction),then the other transport vehicles 110 a, 110 b upstream of the slowedtransport vehicle 110 c may recognize the situation, and the transportvehicle deceleration system 200 may decelerate the upstream transportvehicles 110 a, 110 b to a slower speed or to a complete stop.

As a further example of the capabilities of the transport vehicledeceleration system 200, in the event of an earthquake, sections of thelow-pressure environment transport tube 120 that detect seismic activity(e.g., sections that are closer in proximity to the epicenter of theseismic activity) may communicate with other sections of thelow-pressure environment transport tube (or one or more of the transportvehicles 110 a, 110 b, 110 c in the low-pressure environment transporttube 120) further from the epicenter to adjust operating conditions(e.g., decelerate the transport vehicle 110 to a complete stop or drawin ambient air from outside of the low-pressure environment transporttube 120) to account for the seismic activity and minimize the negativeeffect on (and enhance the safety of) passengers and/or freighttraveling through the low-pressure environment transport tube 120.

In embodiments, should there be a loss of communication between thetransport vehicles 110 themselves, between the transport vehicles 110and the low-pressure environment transport tube 120 (or the track), orbetween the transport vehicles 110 and the terminal stations 130, thetransportation system 100 (or portions thereof) may shut down, and forexample, the transport vehicle deceleration system 200 may actuate oneor more ambient-air ports 240 (an example of a deployable decelerator),which are provided on the low-pressure environment transport tube 120and configured to draw ambient air into the low-pressure environmenttransport tube 120 to assist in decelerating the one or more transportvehicles 110. That is, by removing or reducing the low-pressureenvironment in the transport tube 120 (e.g., bringing the pressure toatmospheric pressure), the one or more transport vehicles 110 willencounter greater air resistance, which will cause the one or moretransport vehicles 110 to slow down more quickly than if thelow-pressure environment had been maintained.

It is contemplated that the ambient-air port 240 may be deployed in avariety of manners. For example, the ambient-air port 240 may be rotatedor slid (via conventionally known slide and rotation mechanisms, e.g., aslide bearing assembly or a hinge assembly) from a closed position, inwhich the ambient-air port 240 seals the low-pressure environmenttransport tube 120 from an outside environment, to an open position, inwhich the ambient-air port 240 is moved such that the low-pressureenvironment of the transport tube 120 is filled with ambient air fromthe outside environment. Those having ordinary skill in the art wouldappreciate that the ambient-air port 240 may be actuated byconventionally known electro-mechanical/fluid systems, e.g., a pneumatic(e.g., hydraulic) piston system that raises and lowers or slides theambient-air port 240 relative to the low-pressure environment transporttube 120. It is further contemplated that the ambient-air port 240 maybe provided at any location on the low-pressure environment transporttube 120 (i.e., upper sides, lower sides, lateral sides) so long as theambient-air port 240 is positioned to draw ambient air into thelow-pressure environment transport tube 120.

In embodiments, the one or more transport vehicles 110 may each beequipped with onboard emergency power systems sufficient to provideauxiliary propulsion (e.g., to propel the transport vehicles 110 to thenext station or to an emergency egress) in the event of an emergency(e.g., in the event of an obstruction in the low-pressure environmenttransport tube 120 or loss of the low-pressure environment). It iscontemplated that the ambient-air port 240 may also serve as anemergency egress to allow stranded passengers to remove themselves fromthe safety threat and exit the low-pressure environment transport tube120.

In each of the above-noted situations, the transport vehicledeceleration system 200 may also effect actuation of deployabledecelerators and/or deployable braking pads provided on the transportvehicle 110 to decelerate the same within the low-pressure environmenttransport tube 120. The transport vehicle deceleration system 200 isconfigured to enable the deployable decelerators and/or deployablebraking pads to be deployed (either singly or in combination dependingon how the transport vehicle 110 is equipped or configured to respond toan emergency or non-emergency triggering event) to decelerate thetransport vehicle 110 in a safe and stable manner.

FIG. 3A illustrates a schematic of a transport vehicle 310 configuredfor implementation in both the transportation system 100 and thetransport vehicle deceleration system 200 according to a non-limitingembodiment of the present application. As shown in FIGS. 3A and 3B, thetransport vehicle 310 includes a deployable decelerator 320. Thedeployable decelerator 320 is configured to deploy from the transportvehicle 310 in such a manner so as to decrease a distance between thetransport vehicle 310 and the low-pressure environment transport tube120. In order to decrease the distance between the transport vehicle 310and the low-pressure environment transport tube 120 the deployabledecelerator 320 is configured to deploy such that it movably extends orprojects from an inner or outer surface of the transport vehicle 310toward an inner surface of the low-pressure environment transport tube120. The deployable decelerator 320 may movably extend or project fromthe transport vehicle 310 in any upward, downward or lateral directionof the transport vehicle 310. Deployment of the deployable decelerator320 in such a manner has the effect of increasing drag forces F actingon the transport vehicle 110 in a direction of motion of the transportvehicle 310, and thus allows the transport vehicle 310 to decelerate ina rapid, yet safe and stable manner (e.g., to decelerate for the purposeof preventing a collision with a malfunctioning transport vehiclelocated downstream along the route in the low-pressure environmenttransport tube 120).

As shown in FIG. 3A, the deployable decelerator 320 is provided todeploy from a frontal area 310 a of the transport vehicle 310 therebyincreasing a size of the frontal area 310 a of the transport vehicle 310to increase the drag forces F acting on the transport vehicle 310 duringa deceleration. Moreover, as is also shown in FIGS. 3A and 3B, thedeployable decelerator 320 is configured to deploy such that the frontalarea 310 a of the transport vehicle 310 substantially fills an entireinner cross sectional area of the low-pressure environment transporttube 120 thereby decelerating the transport vehicle 310 either to aslower speed or to a complete stop more efficiently. While thedeployable decelerator 320 may be configured to substantially fill theentire cross sectional area of the low-pressure environment transporttube 120, the deployable decelerator 320 is further configured toprevent contact with the low-pressure environment transport tube 120 soas to avoid damage to the decelerator and the tube. In embodiments, thedeployable decelerator 320 is configured to deploy in such a manner thata center of area of the deployed decelerator is within an acceptabledistance range from a center of gravity of the transport vehicle 310thereby preventing the decelerating forces acting on the transportvehicle 310 from inducing unstable vehicle motion.

In addition, while the deployable decelerator 320 is depicted as beingdeployed from the frontal area 310 a of the transport vehicle 310, thosehaving ordinary skill in the art would appreciate that the deployabledecelerator 320 may be deployed from any outer peripheral surface of thetransport vehicle 310 toward the inner surface of the low-pressureenvironment transport tube 120 so long as the configuration increasesthe drag forces F opposing the direction of motion of the transportvehicle 310 and decelerates the transport vehicle 310 in a safe andstable manner.

For example, instead of being deployed from a front-most side of thetransport vehicle 310, as shown in FIG. 3A, the deployable decelerator320 may be deployed along an outer peripheral surface of the frontalarea 310 a behind the front-most side of the transport vehicle 310, asshown in FIGS. 4A and 4B. It is contemplated that the deployabledecelerator 320 may be deployed from any location along the transportvehicle 310 toward the inner surface of the low-pressure environmenttransport tube 120, including a rear-most side of the same, again, solong as the configuration increases the drag forces F opposing thedirection of motion of the transport vehicle 310 and decelerates thetransport vehicle 310 in a safe and stable manner. It is alsocontemplated that when the deployable decelerator 320 is deployed, thetransport vehicle 310 is designed to prevent the propulsion system frominterfering with and resisting the intended deceleration of the same.For example, when a deceleration is either anticipated or detected thepropulsion system may be configured to shut-off, temporarily disable orswitch to a neutral power-type mode or reverse power-type mode (in whichthe direction of propulsion is reversed against the direction of motion)to further assist in deceleration of the transport vehicle 310.

In embodiments, and as shown in FIGS. 3A, 3B, 4A and 4B, the deployabledecelerator 320 includes an airbag 330 that is configured to deploy fromthe transport vehicle 310 outward toward an inner surface of thelow-pressure environment transport tube 120. As shown, the airbag 330deploys from the frontal area 310 a of the transport vehicle 310 towardthe inner surface of the low-pressure environment transport tube 120 inall cross sectional directions of the low-pressure environment transporttube 120. Those having ordinary skill in the art would appreciate thatthe airbag 330 may either be deployed from a storage area below an outersurface of the transport vehicle 310 or deployed from a housing providedat the outer surface of the transport vehicle 310. While the airbag 330is shown as a single airbag, it is contemplated that a plurality ofairbags may be deployed from the transport vehicle 310 so long as thedeployment decreases the distance between the transport vehicle 110 andthe low-pressure environment transport tube 120 and increases the outerperipheral area of the transport vehicle 310.

In embodiments, the airbag 330 is designed to inflate rapidly during atriggering event so as to decelerate or stop the transport vehicle 310in a safe and stable manner to avoid a safety threat to passengers,cargo, the transport vehicle 310, other transport vehicles in thelow-pressure environment transport tube 120, the low-pressureenvironment transport tube 120 itself, and maintenance crews working onthe low-pressure environment transport tube 120, the track or othertransport vehicles. For example, when it is determined that anothertransport vehicle in the low-pressure environment transport tube 120 isdisabled and located at an unsafe distance from the transport vehicle310, the airbag 330 is designed to deploy to decelerate the transportvehicle 310 to prevent a collision with the disabled vehicle. It iscontemplated that the airbag inflation system may inflate similar toconventional inflation systems that produces nitrogen gas.

The shape of the airbag 330 and an angle of deployment relative to thedirection of motion is not particularly limited so long as the distancebetween the low-pressure environment transport tube 120 and thetransport vehicle 310 is decreased and stability and overallbalance/orientation of the transport vehicle 310 relative to thelow-pressure environment transport tube 120 is maintained. The airbag330 is also designed to address the elevated operation speeds and theweight of the transport vehicle 310 in the low-pressure environmenttransport tube 120, as well as the elevated drag forces F acting on theairbag 330 during deceleration. Design considerations may includedeployment speed, inflation force and material selection. Moreover, itis contemplated that deployment of the airbag 330 is controlled suchthat any forces experienced by human passengers and/or cargo duringdeployment are within a safety tolerance range that would preventserious injury to passengers and/or damage to cargo. It is furthercontemplated that as the transport vehicle 310 continues to deceleratethe airbag 330 may proportionally deflate as well, for example, throughsmall gas outlets or holes, provided on the airbag 330. The used airbag330 may also be retractable for repeated use or alternatively may beremoved and replaced with a replacement airbag.

In embodiments and as shown in FIG. 3A, the airbag 330 includes a brace330 a configured to support the outward deployment of the airbag 330 asthe drag forces F acting on the transport vehicle 310 increase duringdeceleration. Referring to FIG. 3A, the brace 330 a may deploy with theairbag and extend outward from within the airbag 330 via conventionallyknown slide and rotation mechanisms (e.g., slide bearing assembly andhinge assembly). However, those having ordinary skill in the art wouldappreciate that the brace 330 a may be attached to an inner/outersurface of the airbag 330 (e.g., via sewing, adhesives, laminateconstruction of the airbag) and serve as an integral reinforcing memberof the airbag 330.

Alternatively, it is contemplated that the brace 330 a may deploy froman outside of the airbag 330 to support and expand with outer sidecontours of the airbag 330 during inflation and to support the airbag330 from a rear side throughout deceleration of the transport vehicle310, whether or not the brace 330 a is in constant contact with thedeploying/deployed airbag 330. It is further contemplated that the brace330 a may slide, rotate, or slide and rotate into position within theair bag or on the outer peripheral surface of the transport vehicle 310via the appropriate slide and rotation mechanisms. It is noted that thedepiction of the brace 330 a is omitted in FIG. 3B (the cross-sectionalview of FIG. 3A), but only for purposes of clarity and to more clearlyillustrate other aspects of the transport vehicle 310 described herein.

In embodiments, and as shown in FIGS. 5A and 5B, the deployabledecelerator 320 includes at least one plate 340 that is configured todeploy from the transport vehicle 310 outwardly in a direction toward(e.g., a radial direction of) the low-pressure environment transporttube 120 to decrease the distance between the transport vehicle 310 andthe low-pressure environment transport tube 120. Referring to FIG. 5A,the at least one plate 340 is configured to deploy from the frontal area310 a of the transport vehicle 310.

It is contemplated that the at least one plate 340 may be deployed in avariety of manners. For example, the at least one plate 340 may berotated from a closed position, in which the at least one plate 340 isflush or level with the outer peripheral surface of the transportvehicle 310, to an open position, in which the at least one plate 340 isangled relative to the outer peripheral surface of the transport vehicle310. In this regard, the at least one plate 340 may be rotated upwardfrom the closed position to the open position such that the at least oneplate 340 is generally perpendicular to the direction of motion. Thosehaving ordinary skill in the art would appreciate that the at least oneplate 340 may also be deployed to the open position such that the atleast one plate 340 is positioned at an acute angle or an obtuse anglerelative to the direction of motion. It is further contemplated thatactuation of the at least one plate 340 is similar to that describedabove with respect to the ambient-air port 240 and may be based, e.g.,on the actuation of a pneumatic (e.g., hydraulic) piston system thatraises and lowers or slides the at least one plate 340 relative to theouter peripheral surface of the transport vehicle 310.

It is still further contemplated that the at least one plate 340 may beone or more winged portions of the transport vehicle 310 that, in theclosed position, serves an aerodynamic function under normal operationconditions, and that in the open position, serve to assist in thedeceleration of the transport vehicle 310. For example, the wingedportion of the transport vehicle 310 may be oriented to minimize itssurface area in the direction of motion under normal operating speedsand may be rotated (e.g., via an internal motor) to maximize its surfacearea in the direction of motion during deceleration. It is alsocontemplated that the winged portion may be fixed relative to the outerperipheral surface of the transport vehicle, but may have rotatable orslidable components (similar to the at least one plate 340 describedherein) that are deployable toward the inner surface of the low-pressureenvironment transport tube 120 to maximize its surface area in thedirection of motion during deceleration.

In embodiments, a plurality of plates 340 are provided adjacent oneanother at spaced intervals surrounding the transport vehicle 310. Eachplate 340 may be flat, have a slight curvature, or an aerodynamicprofile depending on the contour of the outer peripheral surface of thetransport vehicle 310, the manner in which the plate 340 is slid outfrom below the outer peripheral surface, or the function of the plateduring normal operating conditions. The plates 340 may also be rigid orhave flexibility to accommodate the drag forces F acting on them duringdeployment or while they are fully extended during deceleration. Inembodiments, and as shown in FIGS. 5A and 5B, the at least one plate 340is configured to deploy such that the frontal area 310 a of thetransport vehicle 310 is increased and substantially fills an entireinner cross sectional area of the low-pressure environment transporttube 120.

Those having ordinary skill in the art would readily appreciate that theat least one plate 340 may also be slidably deployed from a closedposition, in which the at least one plate 340 is flush or level with theouter peripheral surface of the transport vehicle 310, to an openposition, in which the at least one plate 340 is slid upward from theouter peripheral surface so as to project from the outer peripheralsurface of the transport vehicle 310. Similar to the rotatable platesdescribed above, the sliding direction of the at least one plate 34 maybe angled relative to the outer peripheral surface of the transportvehicle 310. For example, the at least one plate 340 may be slid upwardfrom the closed position to the open position such that the at least oneplate 340 is generally perpendicular to, or forms an acute or obtuseangle relative to, the direction of motion. It is further contemplatedthat actuation of the slidable plate 340 is similar to that describedabove with respect to the rotatable plate 340.

The shape of the at least one plate 340 and an angle of deploymentrelative to the direction of motion is not particularly limited so longas the distance between the low-pressure environment transport tube 120and the transport vehicle 310 is decreased and stability and overallbalance/orientation of the transport vehicle 310 relative to thelow-pressure environment transport tube 120 is maintained. The at leastone plate 340 is also designed to address the elevated operationalspeeds and weight of the transport vehicle 310 in the low-pressureenvironment transport tube 120, as well as the elevated drag forces Facting on the at least one plate 340 during deceleration. Designconsiderations may include deployment speed, deployment force andmaterial selection. Moreover, it is contemplated that deployment of theat least one plate 340 is controlled such that any forces experienced byhuman passengers and/or cargo during deployment are within a safetytolerance range that would prevent serious injury to passengers and/ordamage to cargo. It is further contemplated that as the transportvehicle 310 continues to decelerate the at least one plate 340 mayremain fixed in the open position or retract in a corresponding manneruntil a safe speed is reached or the transport vehicle 310 is stopped.

It is noted that the depiction of the at least one plate 340 is omittedin FIG. 10 for purposes of clarity and to more clearly illustrate otheraspects of the transport vehicle 310 described herein.

In embodiments and as shown, for example, in FIGS. 3A, 4A and 5A, thedeployable decelerator 320 includes the airbag 330 and the at least oneplate 340, and both are configured to deploy from the transport vehicle310. As shown, for example, in FIG. 3A, the airbag 330 and the at leastone plate 340 are deployable from the frontal area 310 a of thetransport vehicle 310 outwardly toward (e.g., in the radial directionof) the low-pressure environment transport tube 120. When deployedsimultaneously, such a multiple-option decelerator configurationdecreases both the distance and the time required to decelerate thetransport vehicle 310 either to a safe speed or to a complete stopwithin the low-pressure environment transport tube 120. Such aconfiguration also provides multiple deceleration options depending onthe type of deceleration required. For example, if it is determined thatan emergency stop is required immediately (e.g., imminent collision withan object in the low-pressure environment transport tube 120), both theairbag 330 and the at least one plate 340 may be deployed. If, however,it is determined that only a gradual slow-down is necessary, only one ofthe airbag 330 or the at least one plate 340 may be deployed.

In embodiments and as shown in FIGS. 6A and 6B, in addition to oralternative to the deployable decelerators 320, one or more deployablebraking pads 350 are provided on the transport vehicle 310. As shown,for example, in FIG. 6A, the braking pad 350 is configured to bedeployable along an outer peripheral surface of the transport vehicle310 and configured to couple with a fixed braking pad 360 provided onand extending along the interior of the low-pressure environmenttransport tube 120. In embodiments, the deployable braking pad 350comprises a plurality of flat plates 350 a, 350 b, 350 c deployable atspaced intervals along the outer peripheral surface of the transportvehicle 310 in the direction toward (e.g., the radial direction of) thelow-pressure environment transport tube 120. In embodiments, thedeployable braking pad 350 has a contact surface 350 a that includes acarbon reinforced carbon material. In embodiments, the fixed braking pad360 also has a contact surface 360 a that is configured to contact thecarbon reinforced carbon contact surface 350 a of the deployable brakingpad 350. While the contact surfaces of braking pads 350, 360 have beendescribed with reference to a specific material, it is contemplated thatthe contact surfaces 350, 360 could include, in addition to oralternative to the carbon reinforced carbon material, any material thatexhibits, e.g., sufficient resistance to thermal shock and thermalexpansion to handle the immense forces that wold be produced byattempting to safely an stably decelerate the transport vehicle 310 to aslower speed or a complete stop within the low-pressure environment.

The deployable braking pad 350 may be deployable in a manner similar tothat of the above-described at least one plate 340. That is, thedeployable braking pad 350 may be rotatably or slidably deployed from aclosed position, in which the deployable braking pad 36 is flush orlevel with the outer peripheral surface of the transport vehicle 310, toa braking position, in which the deployable braking pad 350 is rotatedor extended outward from the outer peripheral surface so as to projectfrom the outer peripheral surface of the transport vehicle 310 to pressagainst the fixed braking pad 360. Those having ordinary skill in theart would readily appreciate that the deployable braking pad 350 on thetransport vehicle 310 may be alternatively fixed and the fixed brakingpad 360 on the low-pressure environment transport tube 120 may bedeployable. Further, each deployable braking pad 350 may be flat or havea slight curvature depending on the contour of the outer peripheralsurface of the transport vehicle 110. The deployable braking pad 350 mayalso be rigid or have flexibility to stabilize the braking pads 350 uponimpact with the fixed braking pads 360 to ensure a stable and safedeceleration of the transport vehicle 310.

In operation, when the deployable braking pad 350 is actuated, thedeployable braking pad 350 is configured to press against the fixedbraking pad 360 on the low-pressure environment transport tube 120 togenerate frictional forces to decelerate the transport vehicle 310 inthe direction of motion. The deployable braking pad 350 may also includeheat transfer elements to dissipate heat generated by the frictionalcontact made with the fixed braking pad 360 during deceleration.Similarly, the fixed braking pad 360 may also include heat transferelements to dissipate heat generated by the frictional contact made withthe deployable braking pad 350 during deceleration. It is contemplatedthat the heat transfer elements may include, for example, a plurality ofheat dissipating fins, holes, and/or cooling fluid channels.

The deployable braking pad 350 and the fixed braking pad 360 are alsodesigned to address the elevated operational speeds and weight of thetransport vehicle 310 in the low-pressure environment transport tube120, as well as the elevated drag forces F acting on the transportvehicle 310 during deceleration. Design considerations may includedeployment speed, deployment force and material selection. Moreover, itis contemplated that deployment of the braking pad 350 is controlledsuch that any forces experienced by human passengers and/or cargo duringdeployment are within a safety tolerance range that would preventserious injury to passengers and/or damage to cargo.

The decelerators 320 (330, 340), as well as the braking pad 350, may bedeployed manually or automatically based on information obtained duringthe operation of the transport vehicle 310 through the low-pressureenvironment tube 120. It is contemplated that a single decelerator 320or any combination of the decelerators 330, 340 described above may beprovided on the transport vehicle 310 and deployment of each decelerator330, 340 and braking pad 350 may be independent of one another,simultaneous with one another, sequential to one another, oralternatively to one another. Moreover, when a plurality of plates 340are provided, each plate 340 may be deployed simultaneously or deployedat different times and/or rates based on the system's decelerationrequirements. Similar configuration control is contemplated for thebraking pads 350 as well. In addition, it is further contemplated thateach of the decelerators may also be manually controlled and operatedon-board or remotely (e.g., at the terminal stations or elsewhere) fortesting purposes or based on information analyzed in the transportvehicle deceleration system 200 regarding the operating conditions ofthe transport vehicle 310 itself (e.g., operating conditions ofelectrical systems, mechanical systems, communication systems,passenger/freight cabin monitoring systems, outer structural systems,alarm systems, video systems), the low-pressure environment in which thetransport vehicle 310 is operating, the low-pressure environment tube120 itself, the other transport vehicles along the route or even anemergency situation at one or more of the terminal stations 130. It isfurther contemplated that each transport vehicle 310 may also beequipped with an emergency brake and an associated actuator so that apassenger or authorized personnel on the transport vehicle 310 maybypass the automated deployment configuration and deploy any one orcertain of the deployable decelerators and/or braking pad 350.

FIG. 7 is a flowchart illustrating a method of decelerating thetransport vehicle 310 in the low-pressure environment transport tube120, according to a non-limiting embodiment of the present application.As described above, the elements of the transportation system 100,including, but not limited to, the transport vehicle 110, 310, thelow-pressure environment transport tube 120 and the terminal stations130, may be equipped with a sensors, monitors, processors andcommunications devices to monitor, collect and store data associatedwith operation parameters of the transport vehicle 110, 310, thelow-pressure environment transport tube 120 and the terminal stations130.

In addition, referring now to FIG. 8, it should be understood thatappropriate controllers and processors 800 (e.g., located in computersystems implemented in the low-pressure environment tube 120, thetransport vehicle 310, and the terminal stations 130) may be utilized toactuate the transport vehicle deceleration system 200 based on theanalysis of information received from the sensors, monitors processorsand communication devices 220. When the controllers and processors 800receive and identify a triggering event related to the operationinformation and data collected by the sensors, monitors, processors andthe communications devices 220 (or manual instructions received on-boardor remotely during, e.g., a testing operation of the decelerationsystem), the controllers 800 instruct (e.g., transmit a signal to) theappropriate sub-systems/components/controllers of the transport vehicledeceleration system 200 (e.g, ambient-air port 240, decelerators 320,braking pads 350) to initiate deceleration of the transport vehicle 310,e.g., to deploy the decelerators 330, 340 or braking pads 350 of thetransport vehicle 310 and/or to open the ambient-air port 240 of thelow-pressure environment tube 120 or to deploy braking pad 360. As aresult, the transport vehicle 310 can be decelerated in a safe andstable manner.

In embodiments, the triggering events may be based on deviations outsideof a predetermined range of known data associated with a single ormultiple operation parameters, for example, an unsafe change in speedalong the route, a change in object proximity, a change in tubeenvironment, a passenger distress alert, a change in temperature, anonboard electrical or mechanical system malfunction, or an emergency ata terminal station.

In operation, the method includes monitoring a plurality of operationparameters collected by the plurality of sensors, monitors, processorsand various communication systems 220 on any one of the transportvehicle 310, the low-pressure environment transport tube 120 and theterminal stations 130 (S1). The controllers and processors of thetransport vehicle 310, the low-pressure environment transport tube 120and the terminal stations 130 are configured to compare the collectedoperation parameters to the predetermined threshold values or ranges ofthe operation parameters. When one or more of the collected operationparameters is identified as failing to meet or falling outside of thepredetermined threshold values or ranges, one or more of the controllersidentify this deviation as the triggering event and instruct thetransport vehicle deceleration system 200 to decelerate the transportvehicle 310 (S2).

When the transport vehicle deceleration system 200 receives instructionsto decelerate the transport vehicle 310, one or more of the decelerators330, 340 and the braking pads 350 may be deployed (S3, S4). Inembodiments, one or more of the decelerator 330, 340 may deploy (asdescribed in detail above) to decrease a distance between the transportvehicle 310 and the low-pressure environment transport tube 120. Inother embodiments, the decelerators 330, 340 may deploy (as alsodescribed in detail above) such that a frontal area of the transportvehicle 310 is increased and substantially fills an entire inner crosssectional area of the low-pressure environment transport tube 120.

In further embodiments, when the transport vehicle deceleration system200 receives instructions to decelerate the transport vehicle 310, oneor more of the braking pads 350 may deploy (as also described in detailabove) along the outer peripheral surface of the transport vehicle 310and contact the fixed braking pads 360 provided on and extending alongthe low-pressure environment transport tube 120. When the braking pads350 are deployed, the braking pads 350 are pressed against the fixedbraking pads 360 on the low-pressure environment transport tube 120 togenerate frictional forces to decelerate the transport vehicle 310.

In still other embodiments, the method includes opening the closableambient-air port 240 provided on the low-pressure environment transporttube 120 to draw in ambient air into the low-pressure environmenttransport tube 120. Drawing in the ambient are also increases dragforces acting on the transport vehicle 310 and thus further assists indecelerating the transport vehicle 310.

For example, as the transport vehicle 310 is traveling through thelow-pressure environment transport tube 120, an on-board proximitydetector 220 may detect an object in its path. An onboard controller 800(of the transport vehicle 310) connected to the proximity detector 220may analyze the detected distance between the transport vehicle 310 andthe object to determine whether or not the detected distance is within apredetermined safe distance range or falls outside of the predeterminedsafe range. If, the detected distance falls outside of the safe range,the controller 800 may, simultaneously or subsequently, analyze otherincoming data from other connected sensors, monitors and communicationdevices 220. For example, after detecting that the distance fallsoutside the predetermined safe range, the controller 800 may receiveinformation from another transport vehicle communicating operatingconditions downstream of the transport vehicle 310. The communicationfrom the downstream transport vehicle may indicate that the downstreamtransport vehicle has slowed down due to detected seismic activity.

As a result, the controller 800 may correlate and analyze thecombination of operation parameters and determine that a triggeringevent has occurred. Once the triggering event has occurred, thecontroller 800 will communicate with the transport vehicle decelerationsystem 200 and instruct controllers of one or more of the deployabledecelerators 330, 340, the braking pads 350, 360 and the ambient-airport 240 to deploy to assist in decelerating the transport vehicle 310.It is contemplated that if the triggering event is identified as anemergency event, the controller may instruct multiple deployabledecelerators 330, 340 and the braking pad 350 to deploy for an immediatestop of the transport vehicle 310. However, if the triggering event isidentified as only a caution event, the controller may instead onlyinstruct the deployable decelerator 340 to gradually deploy for agradual slow down until the triggering event is no longer detected. Itis noted that controller 800 of any one of the components in thetransport vehicle deceleration system 200 may be one or more controllersused to analyze information and data and communicate instructions to theother components of the transport vehicle deceleration system 200.

Accordingly, the above-described deployable decelerators, systems andrelated methods enable a transport vehicle within a low-pressureenvironment transport tube to decelerate to a slower speed or stop in astable and safe manner.

Although the above-described deployable decelerators, systems andrelated methods have been described with reference to several exemplaryembodiments, it is understood that the words that have been used arewords of description and illustration, rather than words of limitation.Changes may be made within the purview of the appended claims, aspresently stated and as amended, without departing from the scope andspirit of the above-described deployable decelerators, systems andrelated methods in its various aspects. Although the above-describeddeployable decelerators, systems and related methods have been describedwith reference to particular means, materials and embodiments, theabove-described deployable decelerators, systems and related methods arenot intended to be limited to the particulars disclosed; rather theabove-described deployable decelerators, systems and related methodsextend to all functionally equivalent structures, methods, and uses suchas are within the scope of the appended claims.

Although the present specification may describe components and functionsthat may be implemented in particular embodiments with reference toparticular standards and protocols, the disclosure is not limited tosuch standards and protocols. For example, components of thenon-limiting embodiments of the various the plurality of sensors,monitors, processors and communication systems 220 represent examples ofthe state of the art. Such standards are periodically superseded byequivalents having essentially the same functions. Accordingly,replacement standards and protocols having the same or similar functionsare considered equivalents thereof.

The illustrations of the embodiments described herein are intended toprovide a general understanding of the structure of the variousembodiments. The illustrations are not intended to serve as a completedescription of all of the elements and features of the disclosuredescribed herein. Many other embodiments may be apparent to those ofskill in the art upon reviewing the disclosure. Other embodiments may beutilized and derived from the disclosure, such that structural andlogical substitutions and changes may be made without departing from thescope of the disclosure. Additionally, the illustrations are merelyrepresentational and may not be drawn to scale. Certain proportionswithin the illustrations may be exaggerated, while other proportions maybe minimized. Accordingly, the disclosure and the figures are to beregarded as illustrative rather than restrictive.

One or more embodiments of the disclosure may be referred to herein,individually and/or collectively, by the term “invention” merely forconvenience and without intending to voluntarily limit the scope of thisapplication to any particular invention or inventive concept. Moreover,although specific embodiments have been illustrated and describedherein, it should be appreciated that any subsequent arrangementdesigned to achieve the same or similar purpose may be substituted forthe specific embodiments shown. This disclosure is intended to cover anyand all subsequent adaptations or variations of various embodiments.Combinations of the above embodiments, and other embodiments notspecifically described herein, will be apparent to those of skill in theart upon reviewing the description.

The Abstract of the Disclosure is provided to comply with 37 C.F.R.§1.72(b) and is submitted with the understanding that it will not beused to interpret or limit the scope or meaning of the claims. Inaddition, in the foregoing Detailed Description, various features may begrouped together or described in a single embodiment for the purpose ofstreamlining the disclosure. This disclosure is not to be interpreted asreflecting an intention that the claimed embodiments require morefeatures than are expressly recited in each claim. Rather, as thefollowing claims reflect, inventive subject matter may be directed toless than all of the features of any of the disclosed embodiments. Thus,the following claims are incorporated into the Detailed Description,with each claim standing on its own as defining separately claimedsubject matter.

The preceding description of the disclosed embodiments is provided toenable any person skilled in the art to make or use the presentdisclosure. As such, the above disclosed subject matter is to beconsidered illustrative, and not restrictive, and the appended claimsare intended to cover all such modifications, enhancements, and otherembodiments which fall within the true spirit and scope of the presentdisclosure. Thus, to the maximum extent allowed by law, the scope of thepresent disclosure is to be determined by the broadest permissibleinterpretation of the following claims and their equivalents, and shallnot be restricted or limited by the foregoing detailed description.

What is claimed is:
 1. A transport vehicle for traveling in a low-pressure environment structure, comprising: a deployable decelerator that includes a carbon reinforced carbon material contact surface that is configured to contact a corresponding contact surface on the low-pressure environment structure, wherein the deployable decelerator is deployable along an outer peripheral surface of the transport vehicle to contact the low-pressure environment structure and stop travel of the transport vehicle.
 2. The transport vehicle of claim 1, wherein the deployable decelerator is a braking pad configured to couple with a fixed braking pad provided on and extending along the low-pressure environment structure.
 3. The transport vehicle of claim 1, wherein when the deployable braking pad is actuated, the carbon reinforced carbon material contact surface is pressed against the corresponding contact surface of the fixed braking pad on the low-pressure environment structure to generate frictional forces to decelerate the transport vehicle.
 4. A transport vehicle deceleration system for decelerating a transport vehicle in a low-pressure environment structure, comprising: a deployable decelerator configured to deploy from the transport vehicle to decrease a distance between the transport vehicle and the low-pressure environment structure; and a communication network that monitors and collects a plurality of operation parameters from the transport vehicle and the low-pressure environment structure to control deployment of the deployable decelerator based on a plurality of predetermined triggering events.
 5. The transport vehicle deceleration system of claim 4, wherein the communication network is configured to analyze the collected plurality of operation parameters to determine whether or not any one or more of the collected plurality of operation parameters falls outside of a predetermined threshold, and when any one or more of the collected plurality of operation parameters falls outside of a predetermined threshold, the deployable decelerator is actuated.
 6. The transport vehicle deceleration system of claim 4, wherein the communication network includes at least one controller configured to identify the plurality of predetermined triggering events and a plurality of sensors, monitors, processors and wireless communication devices provided in at least one of the transport vehicle and the low-pressure environment structure to monitor and collect the plurality of operation parameters for the controller to analyze, and when the controller identifies at least one of the plurality of triggering events, the controller instructs the transport vehicle deceleration system to actuate the deployable decelerator to decelerate the transport vehicle.
 7. The transport vehicle deceleration system of claim 4, further comprising: a closable ambient-air port provided on the low-pressure environment structure that is openable to draw in ambient air into the low-pressure environment structure to increase drag forces acting on the transport vehicle and decelerate the transport vehicle, wherein if communication between the communication network and the transport vehicle in the low-pressure environment structure is interrupted and the communication system determines that the communication interruption corresponds to one of the plurality of triggering events, the closable ambient-air port is openable to decelerate the transport vehicle.
 8. A method of decelerating a transport vehicle in a low-pressure environment structure, comprising: monitoring at least one operation parameter collected by at least one sensor in a transportation system; detecting, via the controller, a triggering event based on the at least one collected operation parameter; transmitting, via a signal from the controller, instructions to the transport vehicle to decelerate based on the detected triggering event; and deploying a decelerator to decelerate the transport vehicle in the low-pressure environment structure.
 9. The method of decelerating the transport vehicle of claim 8, further comprising: deploying a decelerator from the transport vehicle to decelerate the transport vehicle in the low-pressure environment structure.
 10. The method of decelerating the transport vehicle of claim 8, further comprising: deploying a decelerator from the low-pressure environment structure to decelerate the transport vehicle in the low-pressure environment structure. 